Deployable Apparatus to Prevent Helicopter Rollover

ABSTRACT

The present invention includes an apparatus for preventing aircraft rollover upon a water landing comprising: a deployable first and/or second boom affixed by a first end to the aircraft and capable of deployment substantially perpendicular to a longitudinal axis of the aircraft; and a first and/or second air bladder attached to a second end of the first and/or second boom, wherein the first and/or second air bladders are configured to inflate when an aircraft lands in the water, wherein deployment of the first and second boom and air bladder prevents aircraft rollover upon water landing; or a deployable keel affixed by a first end to the aircraft and capable of deployment substantially perpendicular to a longitudinal axis and opposite a rotor of the aircraft upon a water landing, wherein the keel is sized to prevent aircraft rollover upon deployment; or both.

CROSS-REFERENCE TO RELATED APPLICATIONS

Not applicable.

STATEMENT OF FEDERALLY FUNDED RESEARCH

Not applicable.

TECHNICAL FIELD OF THE INVENTION

The present invention relates in general to the field of aircraftrollover, and more particularly, to a deployable apparatus to preventhelicopter rollover upon a water landing.

BACKGROUND OF THE INVENTION

Without limiting the scope of the invention, its background is describedin connection with aircraft water landings.

One such example is taught in U.S. Pat. No. 7,115,010, issued toParrott, et al., entitled “Floatation system including life raft”.Briefly, a floatation system is disclosed for attachment to a helicopterlanding skid that includes a girt dimensioned to be attached to alanding skid and a plurality of floats attached to the elongate girt,wherein the plurality of floats are adapted to be converted from apacked configuration to an deployed configuration, and wherein at leastone of the plurality of floats extends beneath the elongate girt whenthe plurality of floats is in the deployed configuration.

Another example is taught in U.S. Pat. No. 5,765,778, issued to Otsukaand entitled, “Flight vehicle with a safety device”. Briefly, thisinventor teaches an aircraft that is capable of safely landing during anemergency landing is disclosed. The aircraft has a safety device thatincludes a plurality of auxiliary engines, wherein each auxiliary engineis movable so as to vary the thrust axis in a range between asubstantially horizontal direction and a substantially verticaldirection. The safety device is said to also include a plurality of gasbags contracted and disposed at a lower portion of the aircraft body soas to be instantly expandable at a necessary time, such as during anemergency landing.

SUMMARY OF THE INVENTION

In one embodiment, the present invention includes an apparatus forpreventing aircraft rollover upon a water landing comprising: adeployable first boom affixed by a first end to the aircraft and capableof deployment substantially perpendicular to a longitudinal axis of theaircraft; and a first air bladder attached to a second end of the firstboom, wherein the first air bladder is configured to inflate when anaircraft lands in the water, wherein deployment of the first boom andfirst air bladder prevents aircraft rollover upon water landing. In oneaspect, a first weight is also attached to the second end of the firstboom. In another aspect, the apparatus further comprises a seconddeployable boom attached by a first end of the second boom to theaircraft and a second air bladder is attached to the second end of thesecond boom, wherein the second boom with the second deployable airbladder deploy upon a water landing. In another aspect, the apparatusfurther comprises a second boom attached by a first end of the secondboom to the aircraft and that deploys substantially perpendicular to thelongitudinal axis of the aircraft opposite the first boom, and a secondair bladder and a second weight are attached to the second end of thesecond boom, wherein the second deployable air bladder and second weightdeploys upon a water landing. In another aspect, one or more loadattenuators are used to connect the first of the second air bladder tothe boom, and wherein the one or more load attenuators comprise at leastone of a “T” configuration, a “Z” configuration, a variable density ofstitches, a fold and a plurality of stitches in the fold, a plurality ofthread types, a tear-fabric, or a woven fabric. In another aspect, theapparatus further comprises one or more additional air bladders thatdeploy from the body of the aircraft, from a landing gear, or from askid attached to the aircraft. In another aspect, at least one of thefirst or the second booms are defined further as sponsons that deployperpendicular to the longitudinal axis of the aircraft. In anotheraspect, the apparatus further comprises at least one of a deployablesail, a parachute or a weight or sea anchor that deploys from the tailboom upon water landing to provide a weathercock. In another aspect, theapparatus further comprises a deployable keel affixed by a first end tothe aircraft and capable of deployment substantially perpendicular to alongitudinal axis and opposite a rotor of the aircraft upon a waterlanding, wherein the keel is sized to prevent aircraft rollover upondeployment.

In another embodiment, the present invention includes an apparatus forpreventing aircraft rollover upon water landing comprising: a deployablekeel affixed by a first end to the aircraft and capable of deploymentsubstantially perpendicular to a longitudinal axis and opposite a rotorof the aircraft upon a water landing, wherein the keel is sized toprevent aircraft rollover upon deployment. In one aspect, the keel isaffixed at either a front of the aircraft and fans out from back fromfront of the aircraft, of the keel is affixed to the rear of theaircraft and deploys from front to back. In another aspect, the keel isdefined further as comprising a support and fabric, wherein the fabricdeploys between the support and the aircraft. In another aspect, thekeel is defined further as comprising weight at the end opposite theattachment of the keel to the aircraft. In another aspect, the apparatusfurther comprises at least one of a deployable sail, a parachute, seaanchor, or a weight that deploys from the tail rotor upon water landingto provide a weathercock. In another aspect, the apparatus furthercomprises a first, a second, or both a first and second deployable boom,each of the first boom, the second boom, or both being attached by afirst end to the aircraft; and a first air bladder attached to a secondend of the first boom; a second air bladder attached to the second endof the second boom, or both; wherein the first, the second, or both thefirst and second booms and the first, the second, or both, the first andsecond deployable air bladders, are deploy upon a water landing. Inanother aspect, the apparatus further comprises a first weight attachedto a second end of the first boom, a second weight attached to a secondend of the second boom, or both a first and a second weight attached tothe first and second boom, respectively, wherein the first, the second,or both the first and second weights are deployed upon a water landing.

In another embodiment, the present invention includes an aircraftcomprising: a plurality of air bladders that deploy around the aircraftupon a water landing; a first deployable boom affixed by a first end tothe aircraft and capable of deployment substantially perpendicular to alongitudinal axis of the aircraft upon a water landing; and a firstdeployable air bladder attached to a second end of the boom, wherein thefirst deployable air bladder is configured to inflate when an aircraftlands in the water and prevent rollover of the aircraft, whereindeployment of the boom and first deployable air bladder preventsaircraft rollover upon water landing. In one aspect, a weight or seaanchor is also attached to the second end of the first boom. In anotheraspect, the apparatus further comprises a second boom attached by afirst end of the second boom to the aircraft and that deployssubstantially perpendicular to the longitudinal axis of the aircraft andopposite the first air bladder upon a water landing. In another aspect,the apparatus further comprises a second boom attached by a first end ofthe second boom to the aircraft and that deploys substantiallyperpendicular to the longitudinal axis of the aircraft opposite thefirst boom, and a second air bladder is attached to the second end ofthe second boom, wherein the second air bladder deploys upon a waterlanding. In another aspect, the apparatus further comprises a secondboom attached by a first end of the second boom to the aircraft and thatdeploys substantially perpendicular to the longitudinal axis of theaircraft opposite the first boom, and a second air bladder and a seaanchor or weight are attached to the second end of the second boom,wherein the second air bladder deploys upon a water landing. In anotheraspect, the one or more load attenuators are used to connect the firstof the second air bladder to the boom, and wherein the one or more loadattenuators comprise at least one of a “T” configuration, a “Z”configuration, a variable density of stitches, a fold and a plurality ofstitches in the fold, a plurality of thread types, a tear-fabric, or awoven fabric. In another aspect, at least one of the first or the secondbooms are defined further as sponsons that deploy perpendicular to thelongitudinal axis of the aircraft. In another aspect, the apparatusfurther comprises at least one of a deployable sail, a parachute, seaanchor, or a weight that deploys from the tail rotor upon water landingto provide a weathercock.

In another embodiment, the present invention includes an aircraftcomprising: a plurality of flotation air bladders that deploy around theaircraft upon a water landing; and a deployable keel affixed by a firstend to the aircraft and capable of deployment substantiallyperpendicular to a longitudinal axis and opposite a rotor of theaircraft upon a water landing, wherein the keel is sized to preventaircraft rollover.

In another embodiment, the present invention includes a method ofpreventing aircraft rollover comprising: selecting a sea state and anaircraft, wherein the aircraft comprises an airframe fitting; sizing atleast a first boom affixed by a first end to the aircraft and capable ofdeployment substantially perpendicular to a longitudinal axis of theaircraft upon a water landing; and selecting a first air bladderattached to a second end of the boom, wherein the first air bladder isconfigured to inflate when an aircraft lands in the water and preventsrollover of the aircraft, wherein deployment of the boom and first airbladder prevents aircraft rollover upon water landing. In anotheraspect, the method further comprises adding a sea anchor or weight isalso attached to the second end of the first boom. In another aspect,the method further comprises adding a second boom attached by a firstend of the second boom to the aircraft and that deploys substantiallyperpendicular to the longitudinal axis of the aircraft and opposite thefirst air bladder upon a water landing. In another aspect, the methodfurther comprises adding a second boom attached by a first end of thesecond boom to the aircraft and that deploys substantially perpendicularto the longitudinal axis of the aircraft opposite the first boom, and asecond air bladder is attached to the second end of the second boom,wherein the second airbladder deploys upon a water landing. In anotheraspect, the method further comprises adding a second boom attached by afirst end of the second boom to the aircraft and that deployssubstantially perpendicular to the longitudinal axis of the aircraftopposite the first boom, and a second air bladder and a weight areattached to the second end of the second boom, wherein the second airbladder deploys upon a water landing. In another aspect, the methodfurther comprises adding one or more additional air bladders that deployfrom the body of the aircraft, from a landing gear, or from a skidattached to the aircraft. In another aspect, at least one of the firstor the second booms are defined further as sponsons that deployperpendicular to the longitudinal axis of the aircraft. In anotheraspect, the method further comprises adding at least one of a deployablesail, a parachute, sea anchor, or a weight that deploys from the tailrotor upon water landing to provide a weathercock.

In another embodiment, the present invention includes a method ofpreventing aircraft rollover comprising: selecting a sea state and anaircraft, wherein the aircraft comprises an airframe fitting; sizing adeployable keel affixed by a first end to the aircraft and capable ofdeployment substantially perpendicular to a longitudinal axis andopposite a rotor of the aircraft upon a water landing, wherein the keelis sized to prevent aircraft rollover upon deployment. In anotheraspect, the method further comprises sizing a first, a second, or both afirst and second deployable boom, each of the first boom, the secondboom, or both being attached by a first end to the aircraft; and a firstair bladder attached to a second end of the first boom; a second airbladder attached to the second end of the second boom, or both; whereinthe first, the second, or both the first and second booms and the first,the second, or both, the first and second deployable air bladders, aredeploy upon a water landing.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of the features and advantages of thepresent invention, reference is now made to the detailed description ofthe invention along with the accompanying figures and in which:

FIG. 1 shows a side view of an aircraft, specifically, a helicopter, foruse of the present application;

FIG. 2 shows a rear view of an aircraft in which the helicopter hasfloats and a deployable boom deploys with a float to resist overturningmoment;

FIG. 3 shows a rear view of an aircraft in which the helicopter hasfloats, a deployable boom, and sea anchor that deploys with floats toresist overturning moment;

FIG. 4 shows a rear view of an aircraft in which the helicopter hasfloats and dual deployable booms that deploy with floats to resistoverturning moment;

FIG. 5 shows a rear view of an aircraft in which the helicopter hasfloats on sponsons that deploy outboard to resist overturning moment;

FIG. 6 shows a rear view of an aircraft in which the helicopter hasfloats and keel with a surface area that deploys with floats to resistoverturning moment;

FIG. 7 shows a side view of an aircraft in which the helicopter hasfloats and a deployable apparatus or fan type object to resistoverturning moment;

FIG. 8 shows a rear view of an aircraft in which the helicopter hasfloats, and a mass that deploys with floats to resist overturningmoment;

FIG. 9 shows a side view of an aircraft in which the helicopter hasfloats and a deployable apparatus to encourage the aircraft toweathercock into the wind/waves; and

FIG. 10 shows a side view of an aircraft in which the helicopter hasfloats and deployable apparatus to encourage the aircraft to weathercockinto or away from the wind/waves.

FIG. 11 shows a flowchart of the method of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

Illustrative embodiments of the system of the present application aredescribed below. In the interest of clarity, not all features of anactual implementation are described in this specification. It will ofcourse be appreciated that in the development of any such actualembodiment, numerous implementation-specific decisions must be made toachieve the developer's specific goals, such as compliance withsystem-related and business-related constraints, which will vary fromone implementation to another. Moreover, it will be appreciated thatsuch a development effort might be complex and time-consuming but wouldnevertheless be a routine undertaking for those of ordinary skill in theart having the benefit of this disclosure.

In the specification, reference may be made to the spatial relationshipsbetween various components and to the spatial orientation of variousaspects of components as the devices are depicted in the attacheddrawings. However, as will be recognized by those skilled in the artafter a complete reading of the present application, the devices,members, apparatuses, etc. described herein may be positioned in anydesired orientation. Thus, the use of terms such as “above,” “below,”“upper,” “lower,” or other like terms to describe a spatial relationshipbetween various components or to describe the spatial orientation ofaspects of such components should be understood to describe a relativerelationship between the components or a spatial orientation of aspectsof such components, respectively, as the device described herein may beoriented in any desired direction.

This invention augments existing float kits designed for varioushelicopters. These float kits prevent the total loss of the aircraftafter a water landing, but do not always prevent the aircraft frominverting after landing.

The deployable apparatus of the present invention would be added to theexisting float kit of an aircraft. The deployable apparatus may includeseveral features depending on application. One feature includes a longboom with a single float, the addition of a sea anchor forstabilization, a second boom on the opposite side, or combinationsthereof. Another iteration of a deployable feature includes a keel orother object that deploys down into the water to resist the overturningmoment, and/or a feature that orients it into the wind and waves. One ormore of these deployable features can be included as a kit to attach toexisting aircraft or built into a new aircraft.

FIG. 1 shows an aircraft 100 in accordance with a preferred embodimentof the present application. In the exemplary embodiment, aircraft 100 isa helicopter having a fuselage 102 and a rotor system 104 carriedthereon. A plurality of rotor blades 106 is operably associated withrotor system 104 for creating flight. The system of the presentinvention can be used in conjunction with an aircraft 100. Althoughshown associated with a helicopter, it will be appreciated that thesystem of the present application could also be utilized with differenttypes of rotary aircraft and vehicles whether they have one or morerotors. The tail rotor 110 is connected to the fuselage by tail boom108.

FIG. 2 shows a rear view of an aircraft 100, shown as a helicopter 100,shown in the context of the fuselage 102, the tail rotor 110, and blades106, and is floating on water 112 using float kits 114 a and 114 b,adjacent or about the fuselage 102. A first deployable boom 116 isconnected to the fuselage 102 at first end 117, and is shown deployed,with the first air bladder 118 connected to second end 119 of the firstdeployable boom 116. The length of the first deployable boom 116, thesize of the first air bladder 118, or both, are sized to at leastpartially float and to resist the overturning moment of the aircraft 100when in the water 112. While the second end 119 is depicted as beingbelow the waterline of water 112, the skilled artisan will recognizethat it would also attach above the first air bladder 118. Likewise, thefirst end 117 of the first deployable boom 116 is depicted as beingclose to the waterline of water 112, but the skilled artisan willrecognize that the first deployable boom 116 can attach to the fuselage102 of the aircraft 100, it can attach at or about the tail boom 108.

FIG. 3 shows a rear view of an aircraft 100, shown as a helicopter 100,shown in the context of the fuselage 102, tail boom 108, tail rotor 110,and blades 106, and is floating on water 112 using float kits 114 a and114 b, adjacent or about the fuselage 102. A first deployable boom 116is connected to the fuselage 102 at first end 117, and is showndeployed, with the first air bladder 118 connected to second end 119 ofthe first deployable boom 116, and also a weight or sea anchor 120. Thelength of the first deployable boom 116, the size of the first airbladder 118, and/or the weight or sea anchor 120, are sized to at leastpartially float and sink and to resist the overturning moment of theaircraft 100 when in the water 112.

FIG. 4 shows a rear view of an aircraft 100, shown as a helicopter 100,shown in the context of the fuselage 102, tail boom 108, tail rotor 110,and blades 106, and is floating on water 112 using float kits 114 a and114 b, adjacent or about the fuselage 102. A first deployable boom 116is connected to the fuselage 102 at first end 117, and is showndeployed, with the first air bladder 118 connected to second end 119 aof the first deployable boom 116. A second deployable boom 122 isconnected to the fuselage 102, and is shown deployed, with the secondair bladder 124 connected the second deployable boom 122, opposite thefirst deployable boom 116, and also connected at about first end 117.The length of the first and second deployable booms 116, 122, and thesize of the first and second air bladders 118, 124, or both, are sizedto at least partially float and to resist the overturning moment of theaircraft 100 when in the water 112. In this configuration, the first andsecond deployable booms 116, 122 are depicted at an angle θ from thelongitudinal axis of the aircraft 100, however, the skilled artisan willrecognize that another angle can vary, namely, the angle between thelongitudinal axis (or centerline) of the aircraft 100 and the finalposition of the first and second deployable booms 116, 122 when viewedfrom the top. Generally, the first and second deployable booms 116, 122can be perpendicular to the longitudinal axis (or centerline) of theaircraft 100, but the angle can also be more or less, depending on theconfiguration selected. While the second end 119 a, 119 b is depicted asbeing below the waterline of water 112, the skilled artisan willrecognize that it would also attach above the first air bladder 118.Likewise, the first end 117 of the first deployable boom 116 is depictedas being close to the waterline of water 112, but the skilled artisanwill recognize that the first deployable boom 116 can attach to thefuselage 102 of the aircraft 100, it can attach at or about the tailboom 108.

FIG. 5 shows a rear view of an aircraft 100, shown as a helicopter 100,shown in the context of the fuselage 102, tail boom 108, tail rotor 110,and blades 106, and is floating on water 112 using float kits 114 a and114 b, adjacent or about the fuselage 102. A first deployable boom 116is connected to the fuselage 102 at first end 117 a, and is showndeployed, with the first air bladder 118 connected to second end 119 aof the first deployable boom 116 in the form of a deployable sponson. Asecond deployable boom 122 is connected to the fuselage 102 at first end117 b, and is shown deployed, with the second air bladder 124 connectedthe second deployable boom 122 at the second end 119 b, opposite thefirst deployable boom 116, also in the form of the deployable sponson.In this configuration, the two float kits 114 a and 114 b can be eitheroptional, or can become the first and second deployable booms 116, 122.In this embodiment, the sponsons are shown above the waterline, however,the ends 119 a, 119 b could also be angled and be above, at, or belowthe waterline.

FIG. 6 shows a rear view of an aircraft 100, shown as a helicopter 100,shown in the context of the fuselage 102, tail boom 108, tail rotor 110,and blades 106, and is floating on water 112 using float kits 114 a and114 b, adjacent or about the fuselage 102. In this configuration, a keel130 is depicted in the deployed position and serves to resist theoverturning moment by preventing fuselage rotation of the aircraft 100,by providing extra weight, or both.

FIG. 7 shows a side view of an aircraft 100, shown as a helicopter 100,shown in the context of the fuselage 102, tail boom 108, tail rotor 110,and is floating on water 112 using float kit 114 a and a forward floatkit 114 c, adjacent or about the fuselage 102. In this configuration, akeel 130 is depicted in the deployed position and serves to resist theoverturning moment by preventing fuselage rotation of the aircraft 100,by providing extra weight, or both. In this configuration, the keeldeploys from the back to the front of the aircraft 100 and may include afan 132, which can be, e.g., fabric, polymer, or other generallylightweight but strong material.

FIG. 8 shows a rear view of an aircraft 100, shown as a helicopter 100,shown in the context of the fuselage 102, tail boom 108, tail rotor 110,and blades 106, and is floating on water 112 using float kits 114 a and114 b, adjacent or about the fuselage 102. In this configuration, a keelbeam, or cable 130 is depicted in the deployed position and serves toresist the overturning moment by preventing fuselage rotation of theaircraft 100, by providing a weight 134, which would be sized andprovide sufficient weight to resist the overturning moment of theaircraft 100 in water 112, but would not overwhelm the air bags fromfloat kits 114 a and 114 b.

FIG. 9 shows a side view of an aircraft 100, shown as a helicopter 100,shown in the context of the fuselage 102, tail boom 108, and tail rotor110, and is floating on water 112 using float kit 114 a and a forwardfloat kit 114 c, adjacent or about the fuselage 102. In thisconfiguration, a sail 136 deploys from the tail rotor 110, toweathercock the aircraft 100 into the wind/waves.

FIG. 10 shows a side view of an aircraft 100, shown as a helicopter 100,shown in the context of the fuselage 102, tail boom 108, tail rotor 110,and is floating on water 112 using a float kit 114 a and a forward floatkit 114 c, adjacent or about the fuselage 102. In this configuration, aparachute 138 deploys from the tail rotor 110 and a sea anchor or weight140, which may or may not be below the surface of the water 112. Theparachute 138 and/or sea anchor or weight 140 help weathercock theaircraft 100 into the wind/waves. Instead of the parachute 138, theweathercocking can be the results of a combination of a sail 136 (notshown) and sea anchor or weight 140, or just the sea anchor or weight140.

FIG. 11 is a flowchart 200 that shows the basic steps of the presentinvention. In first step 202, a first boom is sized for deployment andto prevent rollover of an aircraft that contacts water, wherein thefirst boom is affixed by a first end to the aircraft and the first boomis capable of deployment substantially perpendicular to a longitudinalaxis of the aircraft upon a water landing. In step 204, the size of afirst air bladder is selected to prevent roll-over of the aircraft uponwater landing, wherein the first air bladder is attached to a second endof the first boom. In step 206, upon water landing, deploying the boomand first air bladder prevents aircraft rollover. Finally, in step 208,the air bladder is inflated when an aircraft lands in the water andprevents rollover of the aircraft.

It will be understood that particular embodiments described herein areshown by way of illustration and not as limitations of the invention.The principal features of this invention can be employed in variousembodiments without departing from the scope of the invention. Thoseskilled in the art will recognize, or be able to ascertain using no morethan routine experimentation, numerous equivalents to the specificprocedures described herein. Such equivalents are considered to bewithin the scope of this invention and are covered by the claims.

All publications and patent applications mentioned in the specificationare indicative of the level of skill of those skilled in the art towhich this invention pertains. All publications and patent applicationsare herein incorporated by reference to the same extent as if eachindividual publication or patent application was specifically andindividually indicated to be incorporated by reference.

The use of the word “a” or “an” when used in conjunction with the term“comprising” in the claims and/or the specification may mean “one,” butit is also consistent with the meaning of “one or more,” “at least one,”and “one or more than one.” The use of the term “or” in the claims isused to mean “and/or” unless explicitly indicated to refer toalternatives only or the alternatives are mutually exclusive, althoughthe disclosure supports a definition that refers to only alternativesand “and/or.” Throughout this application, the term “about” is used toindicate that a value includes the inherent variation of error for thedevice, the method being employed to determine the value, or thevariation that exists among the study subjects.

As used in this specification and claim(s), the words “comprising” (andany form of comprising, such as “comprise” and “comprises”), “having”(and any form of having, such as “have” and “has”), “including” (and anyform of including, such as “includes” and “include”) or “containing”(and any form of containing, such as “contains” and “contain”) areinclusive or open-ended and do not exclude additional, unrecitedelements or method steps. In embodiments of any of the compositions andmethods provided herein, “comprising” may be replaced with “consistingessentially of” or “consisting of”. As used herein, the phrase“consisting essentially of” requires the specified integer(s) or stepsas well as those that do not materially affect the character or functionof the claimed invention. As used herein, the term “consisting” is usedto indicate the presence of the recited integer (e.g., a feature, anelement, a characteristic, a property, a method/process step or alimitation) or group of integers (e.g., feature(s), element(s),characteristic(s), propertie(s), method/process steps or limitation(s))only.

The term “or combinations thereof” as used herein refers to allpermutations and combinations of the listed items preceding the term.For example, “A, B, C, or combinations thereof” is intended to includeat least one of: A, B, C, AB, AC, BC, or ABC, and if order is importantin a particular context, also BA, CA, CB, CBA, BCA, ACB, BAC, or CAB.Continuing with this example, expressly included are combinations thatcontain repeats of one or more item or term, such as BB, AAA, AB, BBC,AAABCCCC, CBBAAA, CABABB, and so forth. The skilled artisan willunderstand that typically there is no limit on the number of items orterms in any combination, unless otherwise apparent from the context.

As used herein, words of approximation such as, without limitation,“about”, “substantial” or “substantially” refers to a condition thatwhen so modified is understood to not necessarily be absolute or perfectbut would be considered close enough to those of ordinary skill in theart to warrant designating the condition as being present. The extent towhich the description may vary will depend on how great a change can beinstituted and still have one of ordinary skilled in the art recognizethe modified feature as still having the required characteristics andcapabilities of the unmodified feature. In general, but subject to thepreceding discussion, a numerical value herein that is modified by aword of approximation such as “about” may vary from the stated value byat least ±1, 2, 3, 4, 5, 6, 7, 10, 12 or 15%.

All of the devices and/or methods disclosed and claimed herein can bemade and executed without undue experimentation in light of the presentdisclosure. While the devices and/or and methods of this invention havebeen described in terms of preferred embodiments, it will be apparent tothose of skill in the art that variations may be applied to thecompositions and/or methods and in the steps or in the sequence of stepsof the method described herein without departing from the concept,spirit and scope of the invention. All such similar substitutes andmodifications apparent to those skilled in the art are deemed to bewithin the spirit, scope and concept of the invention as defined by theappended claims.

Furthermore, no limitations are intended to the details of constructionor design herein shown, other than as described in the claims below. Itis therefore evident that the particular embodiments disclosed above maybe altered or modified and all such variations are considered within thescope and spirit of the disclosure. Accordingly, the protection soughtherein is as set forth in the claims below.

To aid the Patent Office, and any readers of any patent issued on thisapplication in interpreting the claims appended hereto, applicants wishto note that they do not intend any of the appended claims to invokeparagraph 6 of 35 U.S.C. § 112 as it exists on the date of filing hereofunless the words “means for” or “step for” are explicitly used in theparticular claim.

What is claimed is:
 1. An apparatus for preventing aircraft rolloverupon a water landing comprising: a deployable first boom affixed by afirst end to the aircraft and capable of deployment substantiallyperpendicular to a longitudinal axis of the aircraft; and a first airbladder attached to a second end of the first boom, wherein the firstair bladder is configured to inflate when an aircraft lands in thewater, wherein deployment of the first boom and first air bladderprevents aircraft rollover upon water landing.
 2. The apparatus of claim1, wherein a first weight is also attached to the second end of thefirst boom.
 3. The apparatus of claim 1, further comprising a seconddeployable boom attached by a first end of the second boom to theaircraft and a second air bladder is attached to the second end of thesecond boom, wherein the second boom with the second deployable airbladder deploy upon a water landing.
 4. The apparatus of claim 1,further comprising a second boom attached by a first end of the secondboom to the aircraft and that deploys substantially perpendicular to thelongitudinal axis of the aircraft opposite the first boom, and a secondair bladder and a second weight are attached to the second end of thesecond boom, wherein the second air bladder and second weight deploysupon a water landing.
 5. The apparatus of claim 4, wherein one or moreload attenuators are used to connect the first of the second air bladderto the boom, and wherein the one or more load attenuators comprise atleast one of a “T” configuration, a “Z” configuration, a variabledensity of stitches, a fold and a plurality of stitches in the fold, aplurality of thread types, a tear-fabric, or a woven fabric.
 6. Theapparatus of claim 1, further comprising one or more additional airbladders that deploy from the body of the aircraft, from a landing gear,or from a skid attached to the aircraft.
 7. The apparatus of claim 4,wherein at least one of the first or the second booms are definedfurther as sponsons that deploy perpendicular to the longitudinal axisof the aircraft.
 8. The apparatus of claim 1, further comprising atleast one of a deployable sail, a parachute or a weight or sea anchorthat deploys from a tail boom of the aircraft upon water landing toprovide a weathercock.
 9. The apparatus of claim 1, further comprising adeployable keel affixed by a first end to the aircraft and capable ofdeployment substantially perpendicular to a longitudinal axis andopposite a rotor of the aircraft upon a water landing, wherein the keelis sized to prevent aircraft rollover upon deployment.
 10. An apparatusfor preventing aircraft rollover upon water landing comprising: adeployable keel affixed by a first end to the aircraft and capable ofdeployment substantially perpendicular to a longitudinal axis andopposite a rotor of the aircraft upon a water landing, wherein the keelis sized to prevent aircraft rollover upon deployment.
 11. The apparatusof claim 10, wherein the keel is affixed at either a front of theaircraft and fans out from back from front of the aircraft, of the keelis affixed to a rear of the aircraft and deploys from front to back. 12.The apparatus of claim 10, wherein the keel is defined further ascomprising a support and fabric, wherein the fabric deploys between thesupport and the aircraft.
 13. The apparatus of claim 10, wherein thekeel is defined further as comprising weight at the end opposite theattachment of the keel to the aircraft.
 14. The apparatus of claim 10,further comprising at least one of a deployable sail, a parachute, seaanchor, or a weight that deploys from a tail boom at or about a tailrotor upon water landing to provide a weathercock.
 15. The apparatus ofclaim 10, further comprising a first, a second, or both a first andsecond deployable boom, each of the first boom, the second boom, or bothbeing attached by a first end to the aircraft; and a first air bladderattached to a second end of the first boom; a second air bladderattached to the second end of the second boom, or both; wherein thefirst, the second, or both the first and second booms and the first, thesecond, or both, the first and second deployable air bladders, aredeploy upon a water landing.
 16. The apparatus of claim 15, furthercomprising a first weight attached to a second end of the first boom, asecond weight attached to a second end of the second boom, or both afirst and a second weight attached to the first and second boom,respectively, wherein the first, the second, or both the first andsecond weights are deployed upon a water landing.
 17. An aircraftcomprising: a plurality of air bladders that deploy around the aircraftupon a water landing; a first deployable boom affixed by a first end tothe aircraft and capable of deployment substantially perpendicular to alongitudinal axis of the aircraft upon a water landing; and a firstdeployable air bladder attached to a second end of the first deployableboom, wherein the first deployable air bladder is configured to inflatewhen an aircraft lands in the water, wherein deployment of the boom andfirst deployable air bladder prevents aircraft rollover upon waterlanding.
 18. The aircraft of claim 17, wherein a weight or a sea anchoris also attached to the second end of the first boom.
 19. The aircraftof claim 17, further comprising a second boom attached by a first end ofthe second boom to the aircraft and that deploys substantiallyperpendicular to the longitudinal axis of the aircraft and opposite thefirst air deployable bladder upon a water landing.
 20. The aircraft ofclaim 17, further comprising a second boom attached by a first end ofthe second boom to the aircraft and that deploys substantiallyperpendicular to the longitudinal axis of the aircraft opposite thefirst boom, and a second deployable air bladder is attached to thesecond end of the second boom, wherein the second deployable air bladderdeploys upon a water landing.
 21. The aircraft of claim 17, furthercomprising a second boom attached by a first end of the second boom tothe aircraft and that deploys substantially perpendicular to thelongitudinal axis of the aircraft opposite the first boom, and a seconddeployable air bladder and a sea anchor or weight are attached to thesecond end of the second boom, wherein the second deployable air bladderdeploys upon a water landing.
 22. The aircraft of claim 21, wherein theone or more load attenuators are used to connect the first of the secondair bladder to the boom, and wherein the one or more load attenuatorscomprise at least one of a “T” configuration, a “Z” configuration, avariable density of stitches, a fold and a plurality of stitches in thefold, a plurality of thread types, a tear-fabric, or a woven fabric. 23.The aircraft of claim 21, wherein at least one of the first or thesecond booms are defined further as sponsons that deploy perpendicularto the longitudinal axis of the aircraft.
 24. The aircraft of claim 21,further comprising at least one of a deployable sail, a parachute, a seaanchor, or a weight that deploys from the tail boom at or about a tailrotor upon water landing to provide a weathercock.
 25. An aircraftcomprising: a plurality of flotation air bladders that deploy around theaircraft upon a water landing; and a deployable keel affixed by a firstend to the aircraft and capable of deployment substantiallyperpendicular to a longitudinal axis and opposite a rotor of theaircraft upon a water landing, wherein the keel is sized to preventaircraft rollover.
 26. A method of preventing aircraft rollovercomprising: selecting a sea state and an aircraft, wherein the aircraftcomprises an airframe fitting; sizing at least a first boom affixed by afirst end to the aircraft and capable of deployment substantiallyperpendicular to a longitudinal axis of the aircraft upon a waterlanding; and selecting a first air bladder attached to a second end ofthe boom, wherein the first air bladder is configured to inflate when anaircraft lands in the water and prevents rollover of the aircraft,wherein deployment of the boom and first air bladder prevents aircraftrollover upon water landing.
 27. The method of claim 26, furthercomprising adding a sea anchor or a weight is also attached to thesecond end of the first boom.
 28. The method of claim 26, furthercomprising adding a second boom attached by a first end of the secondboom to the aircraft and that deploys substantially perpendicular to thelongitudinal axis of the aircraft and opposite the first air bladderupon a water landing.
 29. The method of claim 26, further comprisingadding a second boom attached by a first end of the second boom to theaircraft and that deploys substantially perpendicular to thelongitudinal axis of the aircraft opposite the first boom, and a secondair bladder is attached to the second end of the second boom, whereinthe second air bladder deploys upon a water landing.
 30. The method ofclaim 26, further comprising adding a second boom attached by a firstend of the second boom to the aircraft and that deploys substantiallyperpendicular to the longitudinal axis of the aircraft opposite thefirst boom, and a second air bladder and a weight are attached to thesecond end of the second boom, wherein the second air bladder deploysupon a water landing.
 31. The method of claim 26, further comprisingadding one or more additional air bladders that deploy from theaircraft, from a landing gear, or from a skid attached to the aircraft.32. The method of claim 26, wherein at least one of the first or thesecond booms are defined further as sponsons that deploy perpendicularto the longitudinal axis of the aircraft.
 33. The method of claim 26,further comprising adding at least one of a deployable sail, aparachute, sea anchor, or a weight that deploys from a tail boom at orabout a tail rotor upon water landing to provide a weathercock.
 34. Amethod of preventing aircraft rollover comprising: selecting a sea stateand an aircraft, wherein the aircraft comprises an airframe fitting;sizing a deployable keel affixed by a first end to the aircraft andcapable of deployment substantially perpendicular to a longitudinal axisand opposite a rotor of the aircraft upon a water landing, wherein thekeel is sized to prevent aircraft rollover upon deployment.
 35. Themethod of claim 34, further comprising sizing a first, a second, or botha first and second deployable boom, each of the first boom, the secondboom, or both being attached by a first end to the aircraft; and a firstair bladder attached to a second end of the first boom; a second airbladder attached to the second end of the second boom, or both; whereinthe first, the second, or both the first and second booms and the first,the second, or both, the first and second deployable air bladders, aredeploy upon a water landing.